US20150219037A1 - Method to reduce fuel system power consumption - Google Patents
Method to reduce fuel system power consumption Download PDFInfo
- Publication number
- US20150219037A1 US20150219037A1 US14/171,120 US201414171120A US2015219037A1 US 20150219037 A1 US20150219037 A1 US 20150219037A1 US 201414171120 A US201414171120 A US 201414171120A US 2015219037 A1 US2015219037 A1 US 2015219037A1
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- United States
- Prior art keywords
- pump
- fuel
- high pressure
- reservoir
- pressure fuel
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 329
- 239000002828 fuel tank Substances 0.000 claims abstract description 30
- 238000005086 pumping Methods 0.000 claims description 21
- 238000002485 combustion reaction Methods 0.000 description 3
- 238000011217 control strategy Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 238000005457 optimization Methods 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000003071 parasitic effect Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3082—Control of electrical fuel pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
- F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0012—Valves
- F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
- F02M63/005—Pressure relief valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
- F02M63/023—Means for varying pressure in common rails
- F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
- F02M63/0245—Means for varying pressure in common rails by bleeding fuel pressure between the high pressure pump and the common rail
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
- F02M63/0275—Arrangement of common rails
- F02M63/028—Returnless common rail system
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/85978—With pump
- Y10T137/85986—Pumped fluid control
Definitions
- the present disclosure relates to a fuel system with reduced power consumption.
- Systems for delivering fuel to an engine often include a fuel reservoir pump, a low pressure fuel pump, and a high pressure (direct injection) fuel pump.
- the low pressure fuel pump pumps fuel from a fuel tank to the high pressure fuel pump.
- the high pressure fuel pump includes a reciprocating plunger, which is driven by a rotating cam (via a follower) having a plurality of lobes. As the cam rotates, it may cycle the high pressure pump through a suction stroke, a pre-stroke (if less than 100% fuel delivery is required), and a pumping stroke.
- the quantity of fuel that the high pressure pump delivers to the engine is based on engine demand and various engine perimeters, such as mass flow and pressure.
- the present teachings provide for a system for delivering fuel to an engine including a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir.
- a low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump.
- a high pressure fuel pump is configured to pump fuel to the engine.
- the low pressure fuel pump is configured to pump fuel to the high pressure fuel pump.
- a controller is operable to configure the low pressure fuel pump in a high mode at a first pump rate when the high pressure fuel pump is in a first configuration, and operable to configure the low pressure fuel pump in a low mode at a second pump rate when the high pressure fuel pump is in a second configuration different from the first configuration, the first pump rate is different from the second pump rate.
- the present teachings further provide for a system for delivering fuel to an engine.
- the system includes a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir.
- a low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump.
- a high pressure fuel pump is configured to pump fuel to the engine.
- the low pressure fuel pump is configured to pump fuel to the high pressure fuel pump.
- a controller is configured to operate the fuel reservoir pump in a high mode at a first pump rate when a fuel level of fuel within the fuel tank is below a predetermined threshold, and configured to operate the fuel reservoir pump in a low mode at a second pump rate when the fuel level of fuel within the fuel tank is above the predetermined threshold.
- the first pump rate is greater than the second pump rate.
- the present teachings further provide for a system for delivering fuel to an engine including a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir.
- a low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump.
- a high pressure fuel pump is configured to pump fuel to the engine.
- the low pressure fuel pump is configured to pump fuel to the high pressure fuel pump.
- a controller operable to: configure the fuel reservoir pump in a high pumping state when a fuel level of fuel within the fuel tank is below a predetermined level; configure the fuel reservoir pump in a low pumping state when the fuel level of fuel within the fuel tank is above the predetermined level; configure the low pressure fuel pump in a high pump mode at a first pump rate when the high pressure fuel pump is in a first configuration configured to perform a suction stroke; and configure the low pressure fuel pump in a low pump mode at a second pump rate lower than the first pump rate when the high pressure fuel pump is in a second configuration that is not configured to perform the suction stroke.
- FIG. 1 is a schematic of a fuel system according to the present teachings
- FIG. 2 is a diagram of modes of operation of the fuel system of FIG. 1 ;
- FIG. 3 is a diagram of additional modes of operation of the fuel system of FIG. 1 .
- the fuel system 10 generally includes a fuel tank 12 , a fuel reservoir pump 14 (which can be a jet pump and is referred to herein as a jet pump), a low pressure fuel pump 16 , a high pressure (direct injection) fuel pump 18 , and a fuel rail 20 for delivering fuel to a suitable engine (not shown), such as an internal combustion engine.
- a fuel pump reservoir 22 is seated within the fuel tank 12 and includes a fuel pump reservoir outer wall 24 having a top portion or upper portion 26 .
- the low pressure fuel pump 16 is seated within the fuel pump reservoir 22 , and is powered by a low pressure fuel pump power supply 28 .
- the fuel tank 12 is configured to store fuel 30 therein.
- the amount of fuel 30 present within the fuel tank 12 can be measured in any suitable manner using any suitable device, such as a fuel level sensor 32 .
- the fuel level sensor 32 measures a height of the fuel level H f as measured from a bottom or lowermost portion of the fuel tank 12 and relative to a height of the fuel pump reservoir H r .
- a reservoir inlet conduit 40 extends into the fuel pump reservoir 22 from a position in the fuel tank 12 sufficient to draw fuel 30 into the fuel pump reservoir 22 .
- the reservoir inlet conduit 40 is connected to a fuel inlet conduit 42 , which extends to the jet pump 14 .
- a relief valve/regulator 46 can be included along the fuel inlet conduit 42 .
- a fuel outlet conduit 48 extends from the low pressure fuel pump 16 through a filter 50 , and out of the fuel tank 12 to a valve 54 of the high pressure fuel pump 18 , which is remote to the fuel tank 12 .
- the valve 54 can be any suitable valve, such as an electromechanically controlled valve, such as a solenoid valve for example. If the valve 54 is an electromechanically controlled valve, the valve 54 can be powered in any suitable manner, such as by a power supply 56 .
- a return conduit 52 extends from the fuel outlet conduit 48 to generally where the reservoir inlet conduit 40 and the fuel inlet conduit 42 meet.
- the reservoir inlet conduit 40 , the fuel inlet conduit 42 , the fuel outlet conduit 48 , and the return conduit 52 can each be any suitable conduit, such as a pipe or tube, configured to reliably, efficiently, and safely transport fuel throughout the fuel system 10 .
- the high pressure fuel pump 18 generally includes a plunger 62 and a plunger housing or chamber 64 in which the plunger 62 is slidably mounted.
- the plunger 62 is driven by a cam 60 by way of a follower 88 coupled to the cam 60 and the plunger 62 .
- the cam 60 includes any suitable number of lobes, such as two, three (as illustrated), or four, for example.
- the cam 60 includes a first lobe 66 , a second lobe 68 , and a third lobe 70 .
- the first, second, and third lobes 66 , 68 , and 70 are equally spaced apart from one another, such as spaced apart approximately 120° relative to one another. Regardless of the number of lobes present, the lobes can be equally spaced apart. For example, if four lobes are present, the lobes can be spaced apart 90° relative to one another.
- first lobe span surface 72 Between the first lobe 66 and the second lobe 68 is a first lobe span surface 72 . Between the second lobe 68 and the third lobe 70 is a second lobe span surface 74 . Between the third lobe 70 and the first lobe 66 is a third lobe span surface 76 .
- the first, second, and third lobe span surfaces 72 , 74 , and 76 can each have the same length, or generally similar lengths.
- Rotation of the cam 60 results in translational movement of the plunger 62 within the plunger chamber 64 .
- the plunger 62 When the plunger 62 is in contact with any one of the first, second, and third lobes 66 , 68 , or 70 (via the follower mechanism 88 ), the plunger 62 will be at its highest point within the plunger chamber 64 , which is the top dead center position 78 (illustrated in FIG. 1 ) of the plunger 62 .
- the plunger 62 When at the top dead center position 78 , the plunger 62 will generally have completed a pumping stroke and be initiating a suction stroke.
- the plunger 62 When the plunger 62 is in contact with the cam 60 along the first, second, or third lobe span surfaces 72 , 74 , or 76 at a point generally equidistant between the first, second, and third lobes 66 , 68 , or 70 (via the follower mechanism 88 ), the plunger 62 will be at its lowest point within the plunger chamber 64 , and will generally be between a suction stroke and a pre-stroke of the high pressure fuel pump 18 .
- the high pressure fuel pump 18 pumps fuel to the fuel rail 20 through fuel rail conduit 80 .
- fuel rail conduit 80 Along the fuel rail conduit 80 is an outlet valve 82 , which regulates passage of fuel from the high pressure fuel pump 18 to the fuel rail 20 .
- a relief conduit 84 extends from the fuel rail conduit 80 to the plunger chamber 64 of the high pressure fuel pump 18 .
- a relief valve 86 is present along the relief conduit 84 .
- the relief conduit 84 allows fuel to flow back to the plunger chamber 64 .
- the relief valve 86 will open when the pressure difference across the relief valve 86 exceeds a predetermined threshold.
- the controller 90 can be any suitable controller, such as a microprocessor present in any suitable form or device.
- the controller 90 can be configured to direct or control operation of, for example, the jet pump 14 , the low pressure fuel pump 16 , and/or the high pressure fuel pump 18 .
- a mode of operation of the fuel system 10 to be controlled by the controller 90 is generally illustrated at reference numeral 110 .
- the controller 90 initiates operation at start block 112 .
- the controller 90 determines whether the fuel system 10 is to be operated under a special mode or a normal mode.
- the special mode may include various operating modes, such as hot/cold starts, failsafe mode, or diagnostic mode in which full voltage is sent to the pump 16 , for example.
- a predetermined control strategy and parameters as prescribed for the particular special mode called for are applied to the low pressure fuel pump 16 , such as full voltage applied to the pump 16 by the controller 90 .
- the special mode ends at block 118 .
- the controller 90 determines that the fuel system 10 is to be operated in normal operating mode, at block 120 the controller 90 sets the low pressure fuel pump 16 to a high mode to start pumping fuel, or increase fuel output if already started, when the cam 60 moves the plunger 62 of the high pressure fuel pump 18 to the top dead center position 78 , or slightly before the cam 60 rotates the plunger 62 to the top dead center position 78 , such as from about 5 to about 30 (or about 5 to about 10, for example) cam angle degrees (for example depending on speed of rotation of the cam 60 and response time required by low pressure fuel pump 18 ) prior to reaching the top dead center position 78 (A° as illustrated at block 120 ).
- the controller 90 sets the low pressure fuel pump 16 to a low mode to stop pumping fuel, or reduce fuel output, when the plunger 62 is in contact with the cam 60 at a halfway point or midpoint of any one of the first, second, or third lobe span surfaces 72 , 74 , or 76 , or at a position of the lobe span surfaces 72 , 74 , or 76 just prior to the halfway point thereof, such as from about 5 to about 30 or from about 5 to about 10 cam angle degrees (for example depending on speed of rotation of the cam 60 and response time required by low pressure fuel pump 18 ) prior to the halfway point (B° as illustrated at block 122 ).
- the controller 90 proceeds to end block 118 .
- the low pressure fuel pump 16 when operating according to the mode of operation 110 the low pressure fuel pump 16 does not continuously run, but rather starts (or increases pumping if already started) when the plunger 62 is at or just prior to the top dead center position 78 , which is the point at which the high pressure fuel pump 18 begins its suction stroke.
- the low pressure fuel pump 16 can be set to stop (or decrease) pumping when the high pressure fuel pump 18 begins its pre-stroke, or just prior to beginning its pre-stroke.
- the low pressure fuel pump 16 will remain inactive during most or all of the pumping stroke of the high pressure fuel pump 18 , or can be set to begin pumping just as the pumping stroke is coming to an end.
- the mode of operation 110 thus conserves energy by more efficiently operating (such as by not continuously operating) the low pressure fuel pump 16 , for example.
- an additional mode of operation of the fuel system 10 is generally illustrated at reference numeral 210 .
- the mode of operation 210 starts at block 212 , and at block 214 the controller 90 determines whether to operate in a special mode, a normal mode, or a startup mode given operating conditions or manual selection.
- the special mode may include various operating modes, such as hot/cold starts, failsafe mode, or diagnostic mode in which full voltage is sent to the pump 16 , for example.
- the controller proceeds to block 216 , at which a predetermined control strategy and parameters prescribed for the particular special mode called for will be applied to the low pressure fuel pump 16 , such as full voltage applied to the pump 16 by the controller 90 .
- the special mode ends at block 230 , or at block 218 of the normal mode where the special mode transitions to the normal mode.
- the controller proceeds to block 218 , where the controller 90 enters optimization mode and activates the jet pump 14 to pump fuel 30 into the fuel pump reservoir 22 through the reservoir inlet conduit 40 .
- the jet pump 14 can be set to pump fuel 30 for a predetermined period of time based on any suitable known parameters of the jet pump 14 and the fuel pump reservoir 22 , in order to fill the fuel pump reservoir 22 such that at least the low pressure fuel pump 16 is submerged in fuel 30 .
- the controller 90 determines whether the height of the fuel level in the fuel pump reservoir 22 is greater than a predetermined level, such as whether the height of the fuel level H f is greater than or above the top portion or upper portion 26 of the fuel pump reservoir 22 , and thus whether the height of the fuel level H f is greater than the height of the fuel pump reservoir H r . If the height of the fuel level H f is greater than the predetermined level, at block 222 the controller 90 will set the low pressure fuel pump 16 in a low mode to a level sufficient to at least meet engine needs and maintain the fuel level above the predetermined threshold without using (or minimally using) the jet pump 14 .
- Pump rate of the jet pump 14 is a function of the pump rate of the low pressure fuel pump 16 . For example, pump rate of the low pressure fuel pump 16 is equal to, or about equal to, the pump rate of fuel to the engine plus the pump rate of the jet pump 14 .
- the jet pump 14 reduces flow output from the low pressure fuel pump 16 .
- minimizing use of the jet pump 14 to fill the fuel pump reservoir 22 reduces or avoids parasitic loss from the low pressure fuel pump 16 , which can reduce energy consumption.
- the controller 90 may proceed to end block 230 or return to block 220 to again assess whether the level of fuel 30 in the fuel tank 12 is above the predetermined level. For example, if the height of the fuel level H f is not greater than the height of the fuel pump reservoir H r or some other predetermined level, as sensed by the fuel level sensor 32 for example, then the controller 90 will proceed to block 224 .
- the controller 90 sets the pump rate of the low pressure fuel pump 16 in a high mode such that the jet pump 14 gets enough flow to raise the fuel level H f above the predetermined level and maintain a sufficient amount of fuel in the fuel pump reservoir 22 such that the low pressure fuel pump 16 is at least submerged in fuel 30 .
- the controller 90 will also set the low pressure fuel pump 16 to a level sufficient to at least meet engine needs. In the high mode, the low pressure fuel pump 16 operates at a pump flow rate that is higher than when in the low mode. From block 224 , the controller may proceed to end block 230 or return to block 220 to again assess whether the level of fuel 30 in the fuel tank 12 is above the predetermined level.
- the controller 90 When the controller 90 is in the start-up mode, the controller 90 proceeds from block 214 to block 226 .
- the controller 90 applies full voltage to the low pressure fuel pump 16 for t seconds.
- the number of seconds t is calculated based on efficiency of the jet pump 14 (such as set forth in a jet pump efficiency curve provided by the manufacturer of the jet pump 14 ) assuming that a level E of fuel 30 is present in the fuel tank 12 .
- the E level of fuel 30 is equal to a “fuel gage empty” level, which is the most severe condition for the jet pump 14 because at this level pressure head outside of the fuel pump reservoir 22 (to assist filling of the reservoir 22 ) is minimal.
- the controller 90 After expiration of t seconds, the controller 90 proceeds to block 218 of the normal operation mode.
Abstract
Description
- The present disclosure relates to a fuel system with reduced power consumption.
- This section provides background information related to the present disclosure, which is not necessarily prior art.
- Systems for delivering fuel to an engine, such as an internal combustion engine, often include a fuel reservoir pump, a low pressure fuel pump, and a high pressure (direct injection) fuel pump. The low pressure fuel pump pumps fuel from a fuel tank to the high pressure fuel pump. The high pressure fuel pump includes a reciprocating plunger, which is driven by a rotating cam (via a follower) having a plurality of lobes. As the cam rotates, it may cycle the high pressure pump through a suction stroke, a pre-stroke (if less than 100% fuel delivery is required), and a pumping stroke. The quantity of fuel that the high pressure pump delivers to the engine is based on engine demand and various engine perimeters, such as mass flow and pressure. Only an amount of fuel required to reach and maintain a commanded fuel pressure in a fuel rail of the fuel system is pumped out of the high pressure pump. When the fuel demand is less than 100% of pump capacity, excess fuel flow, such as during the pre-stroke, is pushed out of the high pressure pump through a pump inlet thereof, and into a low pressure fuel line that delivers fuel to the high pressure pump. Therefore, when engine demand is less than 100% of the high pressure pump's capacity, energy will be wasted operating the low pressure fuel pump to pump fuel to the high pressure pump that is not needed for engine operation.
- The low pressure pump is typically operated as part of a Mechanical Returnless Fuel System (MRFS) or an Electronic Returnless Fuel System (ERFS). In a MRFS, a constant voltage is continuously applied to the low pressure fuel pump, which results in the low pressure fuel pump continuously pumping a fixed amount of fuel at a predetermined pressure. With an ERFS, voltage to the low pressure pump is varied depending on operating conditions of the engine in order to vary the quantity of fuel and/or pressure of fuel delivered to the high pressure pump. In both an MRFS and an ERFS, output of the low pressure pump is set to exceed engine demand in order to support continuous operation of the fuel reservoir pump, which pumps fuel from the fuel tank into a fuel pump reservoir in which the low pressure fuel pump is seated to keep the low pressure pump submerged in fuel.
- Continuous operation of the fuel reservoir pump and the low pressure fuel pump at levels that exceed engine demand results in inefficiencies, including excess power consumption. A fuel system for delivering fuel to an engine, such as an internal combustion engine, which operates at reduced levels of power consumption and is generally more efficient than existing fuel delivery systems, would therefore be desirable.
- This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features.
- The present teachings provide for a system for delivering fuel to an engine including a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir. A low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump. A high pressure fuel pump is configured to pump fuel to the engine. The low pressure fuel pump is configured to pump fuel to the high pressure fuel pump. A controller is operable to configure the low pressure fuel pump in a high mode at a first pump rate when the high pressure fuel pump is in a first configuration, and operable to configure the low pressure fuel pump in a low mode at a second pump rate when the high pressure fuel pump is in a second configuration different from the first configuration, the first pump rate is different from the second pump rate.
- The present teachings further provide for a system for delivering fuel to an engine. The system includes a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir. A low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump. A high pressure fuel pump is configured to pump fuel to the engine. The low pressure fuel pump is configured to pump fuel to the high pressure fuel pump. A controller is configured to operate the fuel reservoir pump in a high mode at a first pump rate when a fuel level of fuel within the fuel tank is below a predetermined threshold, and configured to operate the fuel reservoir pump in a low mode at a second pump rate when the fuel level of fuel within the fuel tank is above the predetermined threshold. The first pump rate is greater than the second pump rate.
- The present teachings further provide for a system for delivering fuel to an engine including a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir. A low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump. A high pressure fuel pump is configured to pump fuel to the engine. The low pressure fuel pump is configured to pump fuel to the high pressure fuel pump. A controller operable to: configure the fuel reservoir pump in a high pumping state when a fuel level of fuel within the fuel tank is below a predetermined level; configure the fuel reservoir pump in a low pumping state when the fuel level of fuel within the fuel tank is above the predetermined level; configure the low pressure fuel pump in a high pump mode at a first pump rate when the high pressure fuel pump is in a first configuration configured to perform a suction stroke; and configure the low pressure fuel pump in a low pump mode at a second pump rate lower than the first pump rate when the high pressure fuel pump is in a second configuration that is not configured to perform the suction stroke.
- Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.
- The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the present disclosure.
-
FIG. 1 is a schematic of a fuel system according to the present teachings; -
FIG. 2 is a diagram of modes of operation of the fuel system ofFIG. 1 ; and -
FIG. 3 is a diagram of additional modes of operation of the fuel system ofFIG. 1 . - Corresponding reference numerals indicate corresponding parts throughout the several views of the drawings.
- Example embodiments will now be described more fully with reference to the accompanying drawings.
- With initial reference to
FIG. 1 , a fuel system according to the present teachings is illustrated atreference numeral 10. Thefuel system 10 generally includes afuel tank 12, a fuel reservoir pump 14 (which can be a jet pump and is referred to herein as a jet pump), a lowpressure fuel pump 16, a high pressure (direct injection)fuel pump 18, and afuel rail 20 for delivering fuel to a suitable engine (not shown), such as an internal combustion engine. Afuel pump reservoir 22 is seated within thefuel tank 12 and includes a fuel pump reservoirouter wall 24 having a top portion orupper portion 26. The lowpressure fuel pump 16 is seated within thefuel pump reservoir 22, and is powered by a low pressure fuelpump power supply 28. - The
fuel tank 12 is configured to storefuel 30 therein. The amount offuel 30 present within thefuel tank 12 can be measured in any suitable manner using any suitable device, such as afuel level sensor 32. Thefuel level sensor 32 measures a height of the fuel level Hf as measured from a bottom or lowermost portion of thefuel tank 12 and relative to a height of the fuel pump reservoir Hr. - A
reservoir inlet conduit 40 extends into thefuel pump reservoir 22 from a position in thefuel tank 12 sufficient to drawfuel 30 into thefuel pump reservoir 22. Thereservoir inlet conduit 40 is connected to afuel inlet conduit 42, which extends to thejet pump 14. A relief valve/regulator 46 can be included along thefuel inlet conduit 42. - A
fuel outlet conduit 48 extends from the lowpressure fuel pump 16 through afilter 50, and out of thefuel tank 12 to avalve 54 of the highpressure fuel pump 18, which is remote to thefuel tank 12. Thevalve 54 can be any suitable valve, such as an electromechanically controlled valve, such as a solenoid valve for example. If thevalve 54 is an electromechanically controlled valve, thevalve 54 can be powered in any suitable manner, such as by apower supply 56. Within thefuel pump reservoir 22, areturn conduit 52 extends from thefuel outlet conduit 48 to generally where thereservoir inlet conduit 40 and thefuel inlet conduit 42 meet. Thereservoir inlet conduit 40, thefuel inlet conduit 42, thefuel outlet conduit 48, and thereturn conduit 52 can each be any suitable conduit, such as a pipe or tube, configured to reliably, efficiently, and safely transport fuel throughout thefuel system 10. - The high
pressure fuel pump 18 generally includes aplunger 62 and a plunger housing orchamber 64 in which theplunger 62 is slidably mounted. Theplunger 62 is driven by acam 60 by way of afollower 88 coupled to thecam 60 and theplunger 62. Thecam 60 includes any suitable number of lobes, such as two, three (as illustrated), or four, for example. - As illustrated, the
cam 60 includes afirst lobe 66, asecond lobe 68, and athird lobe 70. The first, second, andthird lobes - Between the
first lobe 66 and thesecond lobe 68 is a firstlobe span surface 72. Between thesecond lobe 68 and thethird lobe 70 is a secondlobe span surface 74. Between thethird lobe 70 and thefirst lobe 66 is a thirdlobe span surface 76. The first, second, and third lobe span surfaces 72, 74, and 76 can each have the same length, or generally similar lengths. - Rotation of the
cam 60 results in translational movement of theplunger 62 within theplunger chamber 64. When theplunger 62 is in contact with any one of the first, second, andthird lobes plunger 62 will be at its highest point within theplunger chamber 64, which is the top dead center position 78 (illustrated inFIG. 1 ) of theplunger 62. When at the topdead center position 78, theplunger 62 will generally have completed a pumping stroke and be initiating a suction stroke. When theplunger 62 is in contact with thecam 60 along the first, second, or third lobe span surfaces 72, 74, or 76 at a point generally equidistant between the first, second, andthird lobes plunger 62 will be at its lowest point within theplunger chamber 64, and will generally be between a suction stroke and a pre-stroke of the highpressure fuel pump 18. - The high
pressure fuel pump 18 pumps fuel to thefuel rail 20 throughfuel rail conduit 80. Along thefuel rail conduit 80 is anoutlet valve 82, which regulates passage of fuel from the highpressure fuel pump 18 to thefuel rail 20. Between theoutlet valve 82 and thefuel rail 20, arelief conduit 84 extends from thefuel rail conduit 80 to theplunger chamber 64 of the highpressure fuel pump 18. Arelief valve 86 is present along therelief conduit 84. Therelief conduit 84 allows fuel to flow back to theplunger chamber 64. Therelief valve 86 will open when the pressure difference across therelief valve 86 exceeds a predetermined threshold. - Operation of the
fuel system 10 is at least partially controlled bycontroller 90. Thecontroller 90 can be any suitable controller, such as a microprocessor present in any suitable form or device. Thecontroller 90 can be configured to direct or control operation of, for example, thejet pump 14, the lowpressure fuel pump 16, and/or the highpressure fuel pump 18. - With additional reference to
FIG. 2 , a mode of operation of thefuel system 10 to be controlled by thecontroller 90 is generally illustrated atreference numeral 110. Thecontroller 90 initiates operation atstart block 112. Atblock 114, thecontroller 90 determines whether thefuel system 10 is to be operated under a special mode or a normal mode. The special mode may include various operating modes, such as hot/cold starts, failsafe mode, or diagnostic mode in which full voltage is sent to thepump 16, for example. With reference to block 116, in the special mode a predetermined control strategy and parameters as prescribed for the particular special mode called for are applied to the lowpressure fuel pump 16, such as full voltage applied to thepump 16 by thecontroller 90. The special mode ends atblock 118. - If the
controller 90 determines that thefuel system 10 is to be operated in normal operating mode, atblock 120 thecontroller 90 sets the lowpressure fuel pump 16 to a high mode to start pumping fuel, or increase fuel output if already started, when thecam 60 moves theplunger 62 of the highpressure fuel pump 18 to the topdead center position 78, or slightly before thecam 60 rotates theplunger 62 to the topdead center position 78, such as from about 5 to about 30 (or about 5 to about 10, for example) cam angle degrees (for example depending on speed of rotation of thecam 60 and response time required by low pressure fuel pump 18) prior to reaching the top dead center position 78 (A° as illustrated at block 120). Atblock 122 thecontroller 90 sets the lowpressure fuel pump 16 to a low mode to stop pumping fuel, or reduce fuel output, when theplunger 62 is in contact with thecam 60 at a halfway point or midpoint of any one of the first, second, or third lobe span surfaces 72, 74, or 76, or at a position of the lobe span surfaces 72, 74, or 76 just prior to the halfway point thereof, such as from about 5 to about 30 or from about 5 to about 10 cam angle degrees (for example depending on speed of rotation of thecam 60 and response time required by low pressure fuel pump 18) prior to the halfway point (B° as illustrated at block 122). After the start and stop positions of the lowpressure fuel pump 16 are set atblocks controller 90 proceeds to endblock 118. - Therefore, when operating according to the mode of
operation 110 the lowpressure fuel pump 16 does not continuously run, but rather starts (or increases pumping if already started) when theplunger 62 is at or just prior to the topdead center position 78, which is the point at which the highpressure fuel pump 18 begins its suction stroke. The lowpressure fuel pump 16 can be set to stop (or decrease) pumping when the highpressure fuel pump 18 begins its pre-stroke, or just prior to beginning its pre-stroke. The lowpressure fuel pump 16 will remain inactive during most or all of the pumping stroke of the highpressure fuel pump 18, or can be set to begin pumping just as the pumping stroke is coming to an end. The mode ofoperation 110 thus conserves energy by more efficiently operating (such as by not continuously operating) the lowpressure fuel pump 16, for example. - With reference to
FIG. 3 , an additional mode of operation of thefuel system 10 is generally illustrated atreference numeral 210. The mode ofoperation 210 starts atblock 212, and atblock 214 thecontroller 90 determines whether to operate in a special mode, a normal mode, or a startup mode given operating conditions or manual selection. The special mode may include various operating modes, such as hot/cold starts, failsafe mode, or diagnostic mode in which full voltage is sent to thepump 16, for example. In special mode, the controller proceeds to block 216, at which a predetermined control strategy and parameters prescribed for the particular special mode called for will be applied to the lowpressure fuel pump 16, such as full voltage applied to thepump 16 by thecontroller 90. The special mode ends atblock 230, or atblock 218 of the normal mode where the special mode transitions to the normal mode. - In normal mode, the controller proceeds to block 218, where the
controller 90 enters optimization mode and activates thejet pump 14 to pumpfuel 30 into thefuel pump reservoir 22 through thereservoir inlet conduit 40. Thejet pump 14 can be set to pumpfuel 30 for a predetermined period of time based on any suitable known parameters of thejet pump 14 and thefuel pump reservoir 22, in order to fill thefuel pump reservoir 22 such that at least the lowpressure fuel pump 16 is submerged infuel 30. - At
block 220, thecontroller 90 determines whether the height of the fuel level in thefuel pump reservoir 22 is greater than a predetermined level, such as whether the height of the fuel level Hf is greater than or above the top portion orupper portion 26 of thefuel pump reservoir 22, and thus whether the height of the fuel level Hf is greater than the height of the fuel pump reservoir Hr. If the height of the fuel level Hf is greater than the predetermined level, atblock 222 thecontroller 90 will set the lowpressure fuel pump 16 in a low mode to a level sufficient to at least meet engine needs and maintain the fuel level above the predetermined threshold without using (or minimally using) thejet pump 14. Pump rate of thejet pump 14 is a function of the pump rate of the lowpressure fuel pump 16. For example, pump rate of the lowpressure fuel pump 16 is equal to, or about equal to, the pump rate of fuel to the engine plus the pump rate of thejet pump 14. - Turning off, or reducing operation of, the
jet pump 14 reduces flow output from the lowpressure fuel pump 16. Thus, minimizing use of thejet pump 14 to fill thefuel pump reservoir 22 reduces or avoids parasitic loss from the lowpressure fuel pump 16, which can reduce energy consumption. In addition to synchronizing the lowpressure fuel pump 16 with thecam lobes pressure fuel pump 16 output based on the pumping, pre-stroke, and suction strokes, such optimization of operation of thejet pump 14 further conserves power. - From
block 222, thecontroller 90 may proceed to end block 230 or return to block 220 to again assess whether the level offuel 30 in thefuel tank 12 is above the predetermined level. For example, if the height of the fuel level Hf is not greater than the height of the fuel pump reservoir Hr or some other predetermined level, as sensed by thefuel level sensor 32 for example, then thecontroller 90 will proceed to block 224. Atblock 224, thecontroller 90 sets the pump rate of the lowpressure fuel pump 16 in a high mode such that thejet pump 14 gets enough flow to raise the fuel level Hf above the predetermined level and maintain a sufficient amount of fuel in thefuel pump reservoir 22 such that the lowpressure fuel pump 16 is at least submerged infuel 30. Thecontroller 90 will also set the lowpressure fuel pump 16 to a level sufficient to at least meet engine needs. In the high mode, the lowpressure fuel pump 16 operates at a pump flow rate that is higher than when in the low mode. Fromblock 224, the controller may proceed to end block 230 or return to block 220 to again assess whether the level offuel 30 in thefuel tank 12 is above the predetermined level. - When the
controller 90 is in the start-up mode, thecontroller 90 proceeds fromblock 214 to block 226. Atblock 216, thecontroller 90 applies full voltage to the lowpressure fuel pump 16 for t seconds. The number of seconds t is calculated based on efficiency of the jet pump 14 (such as set forth in a jet pump efficiency curve provided by the manufacturer of the jet pump 14) assuming that a level E offuel 30 is present in thefuel tank 12. The E level offuel 30 is equal to a “fuel gage empty” level, which is the most severe condition for thejet pump 14 because at this level pressure head outside of the fuel pump reservoir 22 (to assist filling of the reservoir 22) is minimal. After expiration of t seconds, thecontroller 90 proceeds to block 218 of the normal operation mode. - The foregoing description of the embodiments has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.
Claims (20)
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US14/171,120 US9435286B2 (en) | 2014-02-03 | 2014-02-03 | Method to reduce fuel system power consumption |
CN201580004700.0A CN105917102B (en) | 2014-02-03 | 2015-02-03 | The method for reducing fuel system power consumption |
DE112015000620.6T DE112015000620B4 (en) | 2014-02-03 | 2015-02-03 | System for supplying fuel to an engine |
JP2016549497A JP6217864B2 (en) | 2014-02-03 | 2015-02-03 | Fuel system that delivers fuel to the engine |
PCT/US2015/014232 WO2015117122A1 (en) | 2014-02-03 | 2015-02-03 | Method to reduce fuel system power consumption |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US14/171,120 US9435286B2 (en) | 2014-02-03 | 2014-02-03 | Method to reduce fuel system power consumption |
Publications (2)
Publication Number | Publication Date |
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US20150219037A1 true US20150219037A1 (en) | 2015-08-06 |
US9435286B2 US9435286B2 (en) | 2016-09-06 |
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US14/171,120 Active 2034-10-31 US9435286B2 (en) | 2014-02-03 | 2014-02-03 | Method to reduce fuel system power consumption |
Country Status (5)
Country | Link |
---|---|
US (1) | US9435286B2 (en) |
JP (1) | JP6217864B2 (en) |
CN (1) | CN105917102B (en) |
DE (1) | DE112015000620B4 (en) |
WO (1) | WO2015117122A1 (en) |
Cited By (2)
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US20160356237A1 (en) * | 2015-06-08 | 2016-12-08 | Ford Global Technologies, Llc | Method and system for fuel system control |
GB2550391A (en) * | 2016-05-19 | 2017-11-22 | Delphi Int Operations Luxembourg Sarl | Method to control self-latching of high pressure piston driven fuel pumps |
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Publication number | Priority date | Publication date | Assignee | Title |
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DE102016217800B4 (en) | 2016-09-16 | 2021-12-23 | Vitesco Technologies GmbH | Fluid delivery device |
DE102017126939A1 (en) * | 2017-11-16 | 2019-05-16 | Volkswagen Aktiengesellschaft | Method for operating a tank arrangement |
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Also Published As
Publication number | Publication date |
---|---|
CN105917102B (en) | 2019-03-26 |
DE112015000620T5 (en) | 2016-10-20 |
US9435286B2 (en) | 2016-09-06 |
JP2017507273A (en) | 2017-03-16 |
WO2015117122A1 (en) | 2015-08-06 |
DE112015000620B4 (en) | 2021-07-29 |
JP6217864B2 (en) | 2017-10-25 |
CN105917102A (en) | 2016-08-31 |
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